Raceway track



9 b. FERENTINOS 3,445,063

RACEWAY TRACK Filed May 19, 1967 Sheet of s INVENTOR 041v Pam/nuns ATTO NEYS Hanna/m.

May 20, 1969 o. FE RENTINOS RACEWAY TRACK Filed May 19, 1967 Sheet 2 ors I NVENTO R .04 Fieavmvas NEYS y 20, 1969 o. FERENTINVOS v 3,445,063

RACEWAY TRACK Filed May 19, 1967 Shet 3 of 3 IN NTOR DAN PENf/NOJ ATT NEYS

United States Patent 3,445,063 RACEWAY TRACK Dan Ferentinos, Brooklyn, N.Y., assignor to The Lionel Corporation, New York, N.Y., a corporation of New York Filed May 19, 1967, Ser. No. 639,708 Int. Cl. Etllb 23/00 US. Cl. 238- 3 Claims ABSTRACT OF THE DISCLOSURE This invention relates generally to the tracks used by remotely actuated, electrically driven toy vehicles and more particularly to a curved, banked section therefor.

A sport or hobby that is becoming increasingly popular today is the competitive racing of electrically driven, remotely operated vehicles, such as toy automobiles. The track for the autos is designed to simulate the driving difiiculties encountered in bends, curves and straight-away portions of full size, professional race courses. Usually, two or more parallel tracks are provided so that the competitors may race against each other or race against a clock by covering a given distance in the shortest elapsed time. The skilled operator gains a competitive advantage by controlling the speed of his car as it negotiates t various track sections.

In order to increase the popularity of the sport the vehicles have been made as efiicient as possible consistent with their size and cost factors. The vehicles include an electric motor which, through suitable transmission means, such as gears, drive the track engaging wheels thereof. Brush means integral with the vehicle ride on conductors within the track, the conductors being connected to a suitable source of power and to the motor. The vehicle also includes guide means that cooperate with the track so that the vehicle will generally move along a prescribed course.

The track or roadway has also received considerable attention in order to more closely simulate actual driving conditions. It is well known that the curves in roadways are banked in order to prevent side slip of a car due to centrifugal forces. The professional racer usually slows down when entering a curve and then accelerates when he is well into the curve. Accordingly, for authenticitys sake, as well as to take advantage of and test the operators skill, the toy raceway should also have similarly banked curves. This area of the art, however, has consistently presented problems and it is specifically to improvements to the curved section of the track that the present invention is directed.

Structure that will be described hereinafter, and which is shown in the drawing, distinguishes over the prior art of the toy field in that a molded track is used and the desired bank angle is formed during molding. This construction permits not only the precise bank angle for a given radius but also provides variation of the bank angle at different points along the length of the curved section. Thus, actual driving conditions are closely approximated and in addition the racer is enabled to improve his individual skills in handling his car. The rate of change of the bank angle of the curve increases along the length of the arcuate track section starting from the entry of the curved portion. At an appropriate location the bank angle remains constant and then subsequently the rate of change of the bank angle diminishes until a uniformly 3,445,063 Patented May 20, 1969 banked section of the next curved track section is reached. The driver may decelerate as he enters the curve and by exercise of proper judgement accelerate his car in order to use the characteristics of the track to his best advantage. The structure of this invention also provides the additional advantage that the change from a fiat track to a banked track is smoothly made and the transition from point to point within the banked track is also smoothly made. Because the track sections are molded, it is possible to obtain a close fit between the sections when they are assembled. Since there are no gaps between the sections there will be no extraneous and undesirable factors introduced into the race. By eliminating as many potential errors as possible the drivers skill and the efiiciency of his machine are most closely relied on.

By way of contrast, there are some instances in the prior art tracks wherein the curved portions were devoid of any banking whatsoever. Thus, not only was there no simultation of actual roadway conditions, there was the likelihood that the cars would leave the tracks unless they were slowed down to the point where the centrifugal forces were not a factor. Other prior art tracks, which are metal stampings, attempt to provide banking merely by elevating the outer edge of the track. This construction does not take into account the changing characteristics required in a curve of a given radius. In other words, the inclination of the curved track in the prior art structure was the same at all points along the length thereof. Further, the prior art metal tracks were subjected to stretching and tearing during fabrication because the bends were made in two directions. This not only resulted in a non-uniform, bumpy track but frequently gaps occurred between the sections because of the inherent limitations in the fabrication of a metal track.

Accordingly, it is an object of this invention to provide an improved track for use with remotely controlled electrically driven toy racing vehicles.

It is a particular object of this invention to provide an improved, curved section of track for electrically driven, remotely operated toy racing vehicles.

Still another object is to provide the aforementioned curved track with a banked configuration.

An additional object of this invention is to provide the aforementioned banked track with Varying bank angles from one end to the other thereof.

These and other features, objects and advantages of the invention will, in part, be pointed outwith particularity and will, in part, become obvious from the following more detailed description of the invention, taken in conjunction with the accompanying drawing, which forms an integral part thereof.

In the various figures of the drawings like reference characters designate like parts. In the drawing:

FIG. 1 is a fragmentary plan view of a typical raceway employing the banked curved section of track comprising this invention;

FIG. 2 is a side elevational view taken along line 22 of FIG. 1;

FIG. 3 is a side elevational view taken along line 33 of FIG. 1;

FIG. 4 is a transverse elevational view along line 44 of FIG. 1 and viewed in a direction that is perpendicular to both FIG. 2 and FIG. 3;

FIG. 5 is an end elevational view taken along line 5--5' of FIG. 1 and showing one of the curved banked sections of this invention;

FIG. 6 is a sectional elevational view, greatly enlarged, taken along line 66 of FIG. 1;

FIG. 7 is an elevational view taken along line 77 of FIG. 1 and illustrating another curved portion of the track comprising this invention;

FIG. 8 is a sectional elevational view, on an enlarged scale, taken along line 88 of FIG. 1;

FIG. 9 is a sectional plan view of the coupling means used to join two track sections together;

FIG. 10 is an elevational view partly in section illustrating the coupling means shown in FIG. 9;

FIG. 11 is a diagrammatic representation of the variation in bank angle of one of the curved track sections of this invention;

FIG. 12 is another diagrammatic representation of a different track section having bank angles throughout the length thereof; and

FIGS. 13A and 13B are schematic representations in side and front elevational views respectively of the relationship of a typical toy racing vehicle and track section.

Referring now to the drawing, there is shown in FIG. 1 a portion of a track layout 20. It should be understood that the layout is in the form of a closed loop even though only a fragment thereof is shown. The remaining portion that is not illustrated may take any desired shape with suitable elevations and switching arrangements that are well known in the art. For the purposes of this description only one arcuate end of the entire track layout is shown with the understanding that the concept of this invention may be applied with equal facility to other portions of the track. The portion of the track system that is illustrated is comprised of a straightaway portion 22, and an arcuate section 24 that has particular banking characteristics to be described hereinafter. The next two curved sections, 26A, 26B have a uniform angle of bank throughout and these sections are followed by still another banked section 28 that is provided with the nonuniform bank angles similar to those in section 24. This last mentioned portion of the track is terminated in a straightaway portion 30. 1

By way of illustration, the width of the track roadbed is in the order of three inches and the height is in the order of a quarter of an inch. The track roadbed is formed from a medium impact polystyrene. Using point X in FIG. 1 as a theoretical center, the inner radius of the curved portion marked Y is in the order of 9 inches and the outer radius marked Z is in the order of 12 inches. The track sections are secured to each other by means which will be described in conjunction with subsequent figures.

The well known coaction of the toy vehicle and the electrically conductive track will now be briefly described using FIGS. 13A and 13B. The vehicle, in the form of an automobile A, is provided with an electric motor M and transmission means T in the form of gears, both of which elements are illustrated only in dotted outline since they are conventional. The gears are coupled to wheels W which ride on a top surface of the track. In addition brush means B, electrically connected to the motor M, depend downwardly from the underside of the vehicle. In the embodiment illustrated the roadway is provided with two parallel tracks, it being understood that the present invention is not necessarily limited to this number. Therefor only one track need be described.

Each track is provided with two spaced grooves 32 in which are disposed steel tin-plated conductors 34. The conductors extend slightly above the top surface 35 of the roadway and are slidably engaged by the brushes B that depend downwardly from the underside of the vehicle. Intermediate the conductors and parallel thereto is a central slot 36 that is arranged to receive a pin P extending downwardly from the underside of the vehicle. The combination of the slot 36 and the pin P is intended to guide the vehicle as it is propelled about the track and also serves to maintain the brushes B in contact with the conductors 34. It should be noted at this time that in FIG. for example, the walls of the conductor grooves and one wall of the central guidance slot are at an angle to the top surface 35 of the roadway. The purpose for this is to facilitate removal of the roadway from the molding apparatus. This is necessary on curved track sections 4 24 and 28 because the bank angle is not uniform throughout the length thereof. It will also be noted that the comparable slot and grooves shown in FIG. 7 are perpendicular to the top surface of the roadway. Sections 26A and 26B as well as sections 22 and 30 do not have any change in the angle of bank along their lengths.

Reference is now made to FIG. 1 and FIG. 11 which will be used to explain the change in bank angle. The total arcuate length of track section 24 is 45 degrees and for the purpose of this discussion will be divided into six equal arcuate lengths, each extending 7 /2 degrees. These lengths are labelled AB, BC, CD, DE, EF and FG in FIG. 1. As shown by the diagramatic view of FIG. 11, at point A a transverse section through the track would show an inclination of 10 degrees with horizontal. At point B the inclination is 11 /2 degrees, at point C the inclination is 14 /2 degrees and at point D the inclination is 20 degrees. At points E, F and G, the inclination to theoretical horizontal plane would be 25%. degrees, 28 /2 degrees and 30 degrees respectively. Thus, it 'will be appreciated that the inclination along the length of track 24 is not uniform. However, the change in inclination is smooth. For example, between points A and B the inclination changes smoothly from 10 degrees to 11 /2 degrees. The purpose for this is to conform more closely to the roadway conditions that would be found in the professional race course. It should be further noted that the difference between inclinations at point A and B is 1 /2 degrees; between points B and C it is 3 degrees and between points C and D the change inclination is 5 /2 degrees. Continuing further, the diiference between the inclinations at point D and E is 5 /2 degrees, between points E and F is 3 degrees, and between points F and G is 1 /2 degrees. Thus it will be seen that while the track section 24 increases in inclination from the entry end adjacent track section 22 to the exit end adjacent track section 26A, the rate of change of inclination first increases between points A and C, remains the same between points C and E and decreases between points E and G. When operating the toy vehicle along the track the vehicle is decelerated as it enters the curve intermediate tracks 22 and 24. When the vehicle is well into the curve, for example, some place between points C and E on track 24 it may then be accelerated to the maximum permitted by the curve. This is partially determined by the skill of the operator and partially by the characteristics of the track.

Continuing along the track in a counterclockwise direction as viewed in FIG. 1 and using FIG. 7 in conjunction therewith, it will be seen that track sections 26A, 26B both have a uniform angle of inclination along the lengths thereof. This angle A, in the embodiment illustrated, is 30 degrees, the same as at point G at the end of track section 24. When the vehicle is in this portion of the track there is no need to decelerate and a speed is maintained consistent with the radius of curvature and the bank angle. The operator selects the maximum speed at which the car can operate without losing control.

After traversing tracks 26A and 26B the vehicle enters arcuate track section 28 which is banked in a similar manner but in the opposite direction to that of track section 24. For an understanding of the angle of inclination of this track section, reference may be had to FIG. 12.

Once again the track section 28 is divided into six equal arcuate segments for purposes of explanation. These are labeled A through G and are read in a counter-clockwise direction in accordance with the direction of movement of the vehicle. Thus at point A, which is the juncture between sections 263 and 28 a transverse section through track section 28 would show an inclination of 30 degrees matching that at the end of track section 26B. At point B on section 28 the inclination is 28 /2 degrees, at C it is 25 /2 degrees and D it is 20 degrees. At E the inclination is 14 /2 degrees, at F it is 11 /2 degrees and at G it is 10 degrees. This track section is also provided with a nonuniform rate of change in the angle of bank although not for the purposes of accelerating or decelerating the vehicle as it moves in a counterclockwise direction.

The purpose for providing this rate of change of the bank angle is because the vehicles can be run on a track in either direction. Thus if the vehicles ran in a clockwise direction the problem of decelerating when entering the curve at the juncture of track section 30 and 28 is encountered and for this reason the track is banked as described. However, when the vehicle is run in a counterclockwise direction as originally described, this problem will not be encountered. As described above, point A of track section 24 is inclined at 10 degrees as is point G of track section 28. The mating ends of track sections 22 and 30 respectively are nominally horizontal. However, when the respective pairs of track sections are joined to each other, a slight twist is imparted to track sections 22 and 30. The transition between the straight and curved track sections therefore is smooth and it should also be pointed out that there is a smooth transition on track sections 24 and 28 from one angle of inclination to another.

In FIG. 6 and 8 there is shown the means for securing the conductors to the track sections. *In transverse cross section of any track it will be seen that the conductors extend downwardly into enlarged ribs 40. At certain points in the ribs a break 42 is provided so that a staking tool (not shown) may be driven against the exposed underside of each conductor 34. The conductors are peened over and thereby secured rigidly within the track sections.

Returning now to FIGS. 9 and 10, there is shown the structure for securing the various track sections to each other. The enlarged ribs 40 are each provided with a bore 44 into which extends the conductors. A coupling member 46 is inserted into the opposed bores of the adjacent track sections. Each coupling member has ears 48 driven toy vehicles, said raceway comprising at least one raceway section having a plurality of elongated roadbed parts, said raceway section having first and second ends; means for guiding said vehicles on said roadbed parts; one of said roadbed parts being curved in a lengthwise direction and banked at an angle with the horizontal plane, the angle at which said one part is banked being increased and changed in increments from the first end of said one roadbed part to a point intermediate of said first and second ends of said raceway section, the rate of said incremental *angulm changes being nonuniform; an intermediate roadbed part curved in a lengthwise direction and banked, and the angle of inclination of said intermediate roadbed part with respect to said horizontal plane being uniform; and another of said elongated roadbed parts being curved in a lengthwise direction and banked at an angle with the horizontal plane, the angle at which said another part is banked being decreased and changed in increments from a point intermediate said first and second ends of said raceway section to the second end of said raceway section; conductor means having a portion adapted to be connected to a source of electric power and another portion adapted to be in electrical contact with said vehicle; and connector means coupling said roadbed parts to each other to define a closed loop raceway, said conductor means being electrically continuous.

2. A raceway as claimed in claim 1 wherein said increments in said one and another parts of said raceway section are equal in arcuate length.

3. A raceway as claimed in claim 1 wherein said roadbed parts are constituted of a molded plastic.

References Cited UNITED STATES PATENTS 1,865,277 6/1932 Rosenthal 238-10 3,276,393 10/1966 Lewis 238-10 OTHER REFERENCES Railway Engineering and Maintenance Cyclopedia (1948), 7th edition, p. 153.

ARTHUR L. LA POINT, Primary Examiner.

R. A. B'ERTSCH, Assistant Examiner. 

